EP3730361A1 - Fahrzeugsteuerungsvorrichtung, verfahren und computerprogrammprodukt - Google Patents

Fahrzeugsteuerungsvorrichtung, verfahren und computerprogrammprodukt Download PDF

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Publication number
EP3730361A1
EP3730361A1 EP20162744.5A EP20162744A EP3730361A1 EP 3730361 A1 EP3730361 A1 EP 3730361A1 EP 20162744 A EP20162744 A EP 20162744A EP 3730361 A1 EP3730361 A1 EP 3730361A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
crossing
controller
virtual area
lane
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP20162744.5A
Other languages
English (en)
French (fr)
Inventor
Hiroshi Ohmura
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mazda Motor Corp
Original Assignee
Mazda Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mazda Motor Corp filed Critical Mazda Motor Corp
Publication of EP3730361A1 publication Critical patent/EP3730361A1/de
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095—Predicting travel path or likelihood of collision
    • B60W30/0956—Predicting travel path or likelihood of collision the prediction being responsive to traffic or environmental parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18154—Approaching an intersection
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18159—Traversing an intersection
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/02—Active or adaptive cruise control system; Distance control
    • B60T2201/022—Collision avoidance systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/08—Lane monitoring; Lane Keeping Systems
    • B60T2201/083—Lane monitoring; Lane Keeping Systems using active brake actuation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
    • B60T2210/30—Environment conditions or position therewithin
    • B60T2210/32—Vehicle surroundings

Definitions

  • the present disclosure relates to a vehicle control device which is configured to assist traveling of a vehicle, a vehicle control method and a computer program product.
  • Japanese Patent Laid-Open No. 2018-95097 discloses a technique where the crossing position of the travel locus of the own vehicle and the travel locus of an oncoming vehicle is acquired, and the automatic brake is controlled corresponding to the time required for the own vehicle to arrive at this crossing position.
  • Japanese Patent Laid-Open No. 2018-197964 discloses a technique where a virtual stop line is set on map data based on stop positions of a plurality of vehicles, and an automatic brake is controlled such that the vehicle is caused to stop at this virtual stop line.
  • the automatic brake is controlled basically based on a possibility of a direct collision of the own vehicle with the oncoming vehicle (typically, Time to Collision (TTC) where the own vehicle collides with the oncoming vehicle).
  • TTC Time to Collision
  • the automatic brake is controlled such that the own vehicle is prevented from coming into contact with the virtual object, thus avoiding a collision between the own vehicle and the crossing vehicle eventually. If the automatic brake is controlled based on the virtual object which corresponds to the crossing vehicle as described above, it can be considered that a collision between the own vehicle and the crossing vehicle can be effectively avoided when the own vehicle enters the intersecting lane.
  • a virtual stop line is set.
  • the object of this technique is to specify a specific stop position, where the own vehicle should be caused to stop, on map data, but is not to avoid a collision between the own vehicle and a crossing vehicle when the own vehicle enters an intersecting lane.
  • the present invention has been made to overcome one or more of the above-mentioned problems. It is an object of the present invention to provide a vehicle control device, a vehicle control method and/or computer program product which can effectively avoid a collision between the own vehicle and the crossing vehicle when the own vehicle enters an intersecting lane.
  • the problem relates to controlling a vehicle to effectively avoid a collision between the own vehicle and the crossing vehicle when the own vehicle enters an intersecting lane.
  • a vehicle control device configured to assist traveling of a vehicle. Further, provided that a lane intersecting with an own-vehicle lane at an intersection at a time of an own vehicle traveling in the own-vehicle lane entering the intersection is defined as an intersecting lane, and a vehicle traveling in the intersecting lane is defined as a crossing vehicle, the vehicle control device includes: a crossing vehicle detection sensor configured to detect the crossing vehicle approaching the own vehicle while traveling in the intersecting lane; and a controller configured to perform a control of causing the own vehicle to be automatically braked such that a collision between the own vehicle and the crossing vehicle detected by the crossing vehicle detection sensor is avoided when the own vehicle enters the intersecting lane, wherein the controller is configured to set, between the own vehicle and the crossing vehicle, a virtual area which is configured to move with advance of the crossing vehicle and which is configured to extend in an advancing direction of the crossing vehicle, and perform a control of causing the own vehicle to be automatically braked to prevent the own
  • the "virtual area" may be considered as a "virtual wall".
  • the vehicle control device may perform a control of causing the own vehicle to be automatically braked to prevent the own vehicle from colliding with the virtual wall, for example.
  • the vehicle control device of the above-stated aspect may, provided that a lane intersecting with an own-vehicle lane at an intersection at a time of an own vehicle traveling in the own-vehicle lane entering the intersection is defined as an intersecting lane, and a vehicle traveling in the intersecting lane is defined as a crossing vehicle, comprise:
  • one or more process steps performed with respect to a virtual area may be performed with respect to a virtual wall in an analogous manner.
  • the controller can set the virtual area.
  • the virtual area can be set to avoid a collision between the own vehicle and the crossing vehicle, and the virtual area form an application object of a control of causing the own vehicle to be automatically braked.
  • the controller can set, between the own vehicle and the crossing vehicle, the virtual area which is configured to move with advance of the crossing vehicle and which is configured to extend in the advancing direction of the crossing vehicle, and the controller can perform a control of causing the own vehicle to be automatically braked to prevent the own vehicle from contacting with the virtual area.
  • the controller can perform a control of causing the own vehicle to be automatically braked to prevent the own vehicle from contacting with the virtual area.
  • the controller may be configured to set the virtual area having a length which corresponds to a time required for the own vehicle to finish passing through the intersecting lane where the crossing vehicle travels, or a time required for the own vehicle to finish merging into the intersecting lane where the crossing vehicle travels.
  • To "merge” may mean to travel in the advancing direction specified in the intersecting lane.
  • the own vehicle which finishes passing through the intersecting lane or the own vehicle which finishes merging into the intersecting lane can avoid a collision with a crossing vehicle.
  • a time required for the own vehicle to finish passing through the intersecting lane where the crossing vehicle travels, or a time required for the own vehicle to finish merging into the intersecting lane where the crossing vehicle travels may mean the time required for the own vehicle to finish moving to a position where a collision with the crossing vehicle can be avoided.
  • the controller can set the length of the virtual area to a value which corresponds to the time required for the own vehicle to finish moving to a position where a collision with the crossing vehicle can be avoided.
  • the controller may be configured to set the length of the virtual area based on a distance obtained by multiplying a speed of the crossing vehicle by the time required for the own vehicle to finish passing through the intersecting lane where the crossing vehicle travels, or by the time required for the own vehicle to finish merging into the intersecting lane where the crossing vehicle travels.
  • the controller can set the length of the virtual area to a value which corresponds to the time required for the own vehicle to finish moving to a position where a collision with the crossing vehicle can be avoided, and which corresponds to the speed of the crossing vehicle.
  • the controller may be configured to perform a control of causing the own vehicle to be automatically braked to prevent the own vehicle from entering the intersection.
  • the controller may be configured to set a plurality of sampling points along an intended path of the own vehicle at predetermined intervals and, based on at least one of the plurality of sampling points and the virtual area, perform a control of causing the own vehicle to be automatically braked to prevent the own vehicle from contacting with the virtual area, and set a width of the virtual area larger than the predetermined interval.
  • a plurality of sampling points may be generally set along the intended path of the vehicle (e.g., a path through which the vehicle passes in the future).
  • an intended path formed of continuous curves or the like may be treated as discrete sections.
  • the plurality of sampling points may be set along the intended path at predetermined intervals, and the state of the vehicle may be detected at each sampling point, and the engine and the brake of the vehicle may be controlled.
  • the sampling points can be used in a control of causing the own vehicle to be automatically braked to prevent the own vehicle from contacting with the virtual area, and the width of the virtual area can be set larger than the predetermined interval at which the plurality of sampling points are set.
  • the vehicle control device may include a direction indicator detection sensor configured to detect flashing of a direction indicator of the crossing vehicle, wherein the controller is configured not to set the virtual area in a case where the direction indicator detection sensor detects flashing of the direction indicator of the crossing vehicle.
  • the crossing vehicle is flashing the direction indicator, it may be anticipated that the crossing vehicle turns left or turns right thereafter. In this case, a possibility of a collision of the own vehicle with the crossing vehicle may be relatively low.
  • the controller does not set the virtual area when a possibility of an actual collision of the own vehicle with the crossing vehicle may be low as described above. With such a configuration, it may be possible to avoid a collision between the own vehicle and the crossing vehicle while inhibiting that the own vehicle is unnecessarily automatically braked.
  • a vehicle control method for assisting traveling of a vehicle.
  • the vehicle control method provided that a lane intersecting with an own-vehicle lane at an intersection at a time of an own vehicle traveling in the own-vehicle lane entering the intersection is defined as an intersecting lane, and a vehicle traveling in the intersecting lane is defined as a crossing vehicle, comprises:
  • the controller when setting the virtual area, may set the virtual area having a length which corresponds to a time required for the own vehicle to finish passing through the intersecting lane where the crossing vehicle travels, or a time required for the own vehicle to finish merging into the intersecting lane where the crossing vehicle travels.
  • the controller may set the length of the virtual area based on a distance obtained by multiplying a speed of the crossing vehicle by the time required for the own vehicle to finish passing through the intersecting lane where the crossing vehicle travels, or by the time required for the own vehicle to finish merging into the intersecting lane where the crossing vehicle travels.
  • the method according to the above-stated aspect may further comprise: performing, by the controller, a control of causing the own vehicle to be automatically braked to prevent the own vehicle from entering the intersection.
  • the method according to the above-stated aspect may further comprise:
  • the method according to the above-stated aspect may further comprise: detecting, by a direction indicator detection sensor, flashing of a direction indicator of the crossing vehicle, wherein the controller is configured not to set the virtual area in a case where the direction indicator detection sensor detects flashing of the direction indicator of the crossing vehicle.
  • a computer program product comprises computer-readable instructions that, when loaded and run on a computer, cause the computer to perform the method according to the above-stated aspect and various exemplary embodiments thereof.
  • FIG. 1 is a block diagram showing an exemplary schematic configuration of the vehicle control device 100 according to the exemplary embodiment.
  • the vehicle control device 100 may mainly include a controller 10, such as an ECU (Electronic Control Unit), a plurality of sensors and/or switches, and a plurality of control devices.
  • a controller 10 such as an ECU (Electronic Control Unit)
  • This vehicle control device 100 may be mounted on a vehicle, and may perform various controls to assist traveling of the vehicle.
  • the plurality of sensors and/or switches may include, but are not limited to, a camera 21, a radar 22, a plurality of behavior sensors (e.g., a vehicle speed sensor 23, an acceleration sensor 24, a yaw rate sensor 25, etc.) which detect behavior of the vehicle, a plurality of behavior switches (e.g., a steering wheel angle sensor 26, an accelerator sensor 27, a brake sensor 28, etc.), a positioning device 29, a navigation device 30, a communication device 31, and/or a manipulation device 32.
  • the plurality of control devices may include, but are not limited to, an engine control device 51, a brake control device 52, a steering control device 53, and/or a warning control device 54.
  • the controller 10 may comprise a processor 11 and a memory 12 which may store various programs executed by the processor 11.
  • the controller 10 may optionally further include a computer device including an input/output device and the like.
  • the controller 10 may be configured such that, based on signals received from the above-mentioned plurality of sensors and switches, the controller 10 can output control signals to the engine control device 51, the brake control device 52, the steering control device 53, and/or the warning control device 54, for appropriately operating an engine device, a braking device, a steering device, and/or a warning device.
  • the controller 10 is configured as follows.
  • the controller 10 controls a braking device via the brake control device 52 to avoid a collision between the own vehicle, on which the controller 10 is mounted, and a predetermined object (for example, a crossing vehicle, a preceding vehicle, a pedestrian, an obstacle or the like) around this own vehicle.
  • a predetermined object for example, a crossing vehicle, a preceding vehicle, a pedestrian, an obstacle or the like.
  • Such a control can cause the own vehicle to be automatically braked, by causing an automatic brake to be operated.
  • the camera 21 may photograph an area around the vehicle, and outputs image data.
  • the controller 10 may identify various objects based on the image data received from the camera 21. For example, the controller 10 may identify a preceding vehicle, a crossing vehicle, parked vehicles, motorcycles, pedestrians, the traveling road, division lines (e.g., a center line, lane boundary lines, white lines, yellow lines), the traffic zone and the traffic division of a lane, traffic lights, traffic signs, stop lines, intersections, obstacles and the like. Based on the image data received from the camera 21, the controller 10 may also identify flashing of the direction indicator and/or a headlamp of a crossing vehicle.
  • division lines e.g., a center line, lane boundary lines, white lines, yellow lines
  • the radar 22 may measure positions and speeds of various objects which are present in the area around the vehicle.
  • the radar 22 may measure positions and speeds of an object, such as a preceding vehicle, a crossing vehicle, parked vehicles, motorcycles, pedestrians, or a falling object on the traveling road.
  • a millimeter wave radar may be used as the radar 22, for example.
  • This radar 22 may transmit radio waves in the advancing direction of the vehicle, and may receive reflected waves generated due to reflection of the transmitted waves on an object. Then, based on the transmitted waves and the received waves, the radar 22 may measure a distance between the vehicle and the object (an inter-vehicle distance, for example) and the relative speed of the object with respect to the vehicle.
  • a laser radar may be used as the radar 22 in place of the millimeter wave radar, or an ultrasonic sensor or another sensor may also be used in place of the radar 22. Further, the position and the speed of an object may also be measured by using the plurality of sensors in combination.
  • the vehicle speed sensor 23 may detect the speed of the vehicle (also referred to as the "vehicle speed").
  • the acceleration sensor 24 may detect acceleration of the vehicle.
  • the yaw rate sensor 25 may detect a yaw rate generated in the vehicle.
  • the steering wheel angle sensor 26 may detect the rotation angle (e.g., steering angle) of a steering wheel of the vehicle.
  • the accelerator sensor 27 may detect the pressing amount of an accelerator pedal.
  • the brake sensor 28 may detect the pressing amount of a brake pedal.
  • the controller 10 can calculate the speed of an object based on the speed of the vehicle, which may be detected by the vehicle speed sensor 23, and the relative speed of the object, which may be detected by the radar 22.
  • the positioning device 29 may include a GPS receiver and/or a gyro sensor, and may detect the position of the vehicle (in other words, "current vehicle position information").
  • the navigation device 30 may store map information therein, and can provide the map information to the controller 10. Based on the map information and the current vehicle position information, the controller 10 may identify roads, intersections, traffic lights, buildings and the like which are present in the area around the vehicle (particularly in the advancing direction).
  • the map information may be stored in the controller 10. Further, the map information may include information relating to the traffic zone and/or the traffic division of a lane.
  • the communication device 31 may perform inter-vehicle communication with other vehicles around the own vehicle, and may perform road-vehicle communication with road-side communication devices installed in the area around the own vehicle.
  • the communication device 31 may acquire, through such inter-vehicle communication and road-vehicle communication, communication data from other vehicles and traffic data (e.g., traffic congestion information, speed limit information, traffic light information and the like) from transportation infrastructure, and the communication device 31 may output these data to the controller 10.
  • traffic data e.g., traffic congestion information, speed limit information, traffic light information and the like
  • the manipulation device 32 may be an input device which is provided in a cabin, and which is operated by a driver for performing various settings relating to the vehicle.
  • the manipulation device 32 may include switches and buttons provided to an instrument panel, a dash panel, and a center console, a touch panel provided to a display device and the like.
  • the manipulation device 32 may output a manipulation signal which corresponds to the manipulation of the driver to the controller 10.
  • the manipulation device 32 is configured to be capable of switching between ON and OFF of a control for assisting traveling of the vehicle, and to be capable of adjusting contents of control for assisting traveling of the vehicle.
  • operating the manipulation device 32 may allow the driver to:
  • At least one of the camera 21, the radar 22 and the communication device 31 may be considered as one example of the "crossing vehicle detection sensor” according to the present disclosure. Further, at least one of the camera 21 and the communication device 31 may be considered as one example of the "direction indicator detection sensor” according to the present disclosure.
  • the engine control device 51 may control the engine of the vehicle.
  • the engine control device 51 may be a component which can adjust an engine output (e.g., driving force).
  • the engine control device 51 may include a variable valve train and the like which vary opening/closing timing of a spark plug, a fuel injection valve, a throttle valve, and an intake and exhaust valve.
  • the controller 10 may transmit, to the engine control device 51, a control signal to change an engine output.
  • the brake control device 52 may control the braking device of the vehicle.
  • the brake control device 52 may be a component which can adjust a braking force generated by the braking device, and may include brake actuators, such as a hydraulic pump and a valve unit, for example.
  • the controller 10 may transmit, to the brake control device 52, a control signal to generate a braking force.
  • the steering control device 53 may control the steering device of the vehicle.
  • the steering control device 53 may be a component which can adjust the steering angle of the vehicle, and may include an electric motor and the like of an electric power steering system, for example.
  • the controller 10 may transmit, to the steering control device 53, a control signal to change a steering direction.
  • the warning control device 54 may control a warning device which can issue a predetermined warning to a driver.
  • This warning device may be the display device, a speaker and the like provided to the vehicle.
  • the controller 10 may transmit a control signal to the warning control device 54 to issue a warning from the warning device.
  • the controller 10 causes an image for notifying a high possibility of a collision with the object to be displayed on the display device, and/or causes voice for notifying a high possibility of a collision with the object to be outputted from the speaker.
  • the controller 10 when the own vehicle enters an intersecting lane (the intersecting lane may be understood as a lane intersecting with an own-vehicle lane at an intersection when the own vehicle traveling in the own-vehicle lane enters the intersection), the controller 10 performs a control of causing the own vehicle to be automatically braked to avoid a collision between the own vehicle and a crossing vehicle traveling in the intersecting lane.
  • FIG. 2 to FIG. 4 show an exemplary environment where, as in the case of traffic conditions in Japan, vehicles traveling in the left lane is specified by traffic regulations.
  • FIG. 2 is an explanatory view of the automatic brake control according to the exemplary embodiment.
  • an own-vehicle lane 90 intersects with two lanes at an intersection 93, and is divided into a first portion 90a and a second portion 90b.
  • first intersecting lane 91 a lane closer to the first portion 90a
  • second intersecting lane 92 a lane closer to the second portion 90b
  • first intersecting lane 91 and the second intersecting lane 92 may be considered as one example of the "intersecting lane" according to the present disclosure.
  • the first and second intersecting lanes 91 and 92 are defined by a division line L1.
  • the controller 10 may set a plurality of sampling points SP along the intended path of an own vehicle 1 (in other words, a path through which the own vehicle 1 passes in the future).
  • the sampling points SP may be virtual points, arranged at intervals d (for example, 10 cm intervals).
  • the controller 10 may detect the traveling state of the own vehicle 1 (for example, speed, acceleration, and/or posture of the own vehicle 1) at each sampling point SP, and may control the engine and the brake of the own vehicle 1, thereby assisting traveling of the own vehicle 1 along the intended path.
  • the own vehicle 1 travels in the first portion 90a of the own-vehicle lane 90, and enters the intersection 93.
  • a crossing vehicle 81 is attempting to enter the intersection 93 while traveling in the first intersecting lane 91 at a speed V (which may be an absolute value).
  • V which may be an absolute value
  • the controller 10 controls the automatic brake such that a collision between the own vehicle 1 and the crossing vehicle 81 is avoided.
  • the controller 10 sets a virtual area W1 in this control.
  • the own vehicle 1 turns right at the intersection 93.
  • the own vehicle 1 changes the advancing direction thereof to the rightward direction while entering the first intersecting lane 91. Then, the own vehicle 1 passes through the first intersecting lane 91, and merges into the second intersecting lane 92.
  • the virtual area W1 may be considered as a virtual object which is set to avoid a collision between the own vehicle 1 and the crossing vehicle 81, and which forms an application object of an automatic brake control.
  • the virtual area W1 may be set between the own vehicle 1 and the crossing vehicle 81, and may extend in the advancing direction of the crossing vehicle 81 along an end portion 91a of the first intersecting lane 91.
  • the end portion 91a of the first intersecting lane 91 may be defined based on curbstones or a white line provided to the first intersecting lane 91, for example.
  • the controller 10 may set a virtual extension L2 extending along the end portion 91a, and set the virtual area W1 along the extension L2.
  • the virtual area W1 has a length X1 specified by a front end W1a on the own vehicle 1 side and a rear end W1b on the crossing vehicle 81 side (in other words, a length from the front end W1a to the rear end W1b).
  • the rear end W1b may be set at a position which corresponds to a rear end 81b of the crossing vehicle 81.
  • the controller 10 may set the length X1 of the virtual area W1, corresponding to the time required for the own vehicle 1 to finish passing through the first intersecting lane 91 while turning right. Specifically, the controller 10 may first calculate a time te1 required for the own vehicle 1 to finish passing through the first intersecting lane 91 (in other words, the time required for the own vehicle 1 to finish merging into the second intersecting lane 92). To be more specific, the controller 10 may first identify one sampling point SP present on the division line L1 from a plurality of sampling points SP arranged along the intended path R1 of the own vehicle 1.
  • the controller 10 may identify the sampling point SP which is present on the second intersecting lane 92 and which is closest to the division line L1.
  • the sampling point SP identified as described above is referred to as "sampling point SPe1".
  • the controller 10 may calculate the time required for a rear end 1b of the own vehicle 1 to arrive at the sampling point SPe1 as the time te1 required for the own vehicle 1 to finish passing through the first intersecting lane 91.
  • the controller 10 may also set the virtual area W1 between the crossing vehicle 81 and the end portion 91a of the first intersecting lane 91.
  • the virtual area W1 may have a width Y1 ranging from a side surface portion 81c of the crossing vehicle 81 to the end portion 91a of the first intersecting lane 91.
  • the controller 10 may set the width Y1 of the virtual area W1 larger than the interval d (for example, 80 cm) at which the sampling points SP are set. With such setting, when the intended path R1 of the own vehicle 1 is present on the virtual area W1, at least one sampling point SP is present on the virtual area W1.
  • the side surface portion 81c may be set to a position in the vicinity of the crossing vehicle 81.
  • the position of the side surface portion 81c is not limited to the outer side surface of the crossing vehicle 81.
  • the side surface portion 81c may be set to a position separated from the outer side surface of the crossing vehicle 81 if such a position is useful to avoid a collision between the own vehicle 1 and the crossing vehicle 81 as will be described later.
  • the description will be made with respect to the case where, as in the case of an intended path R2 shown in FIG. 2 , the own vehicle 1 travels straight at the intersection 93.
  • a portion from the own vehicle 1 to the extension L2 is equal to that of the above-mentioned intended path R1.
  • the own vehicle 1 passes through the first intersecting lane 91 and the second intersecting lane 92, and enters the second portion 90b of the own-vehicle lane 90.
  • the controller 10 may set the length X1 of the virtual area W1 to correspond to the time required for the own vehicle 1 to finish passing through the first intersecting lane 91 while traveling straight. Specifically, the controller 10 may first calculate a time te2 required for the own vehicle 1 to finish passing through the first intersecting lane 91 (in other words, the time required for the own vehicle 1 to finish entering the second intersecting lane 92). To be more specific, the controller 10 may first identify one sampling point SP present on the division line L1 from the plurality of sampling points SP arranged along the intended path R2 of the own vehicle 1. When the sampling point SP is not present on the division line L1, the controller 10 may identify the sampling point SP which is present on the second intersecting lane 92 and which is closest to the division line L1.
  • sampling point SPe2 the sampling point identified as described above is referred to as "sampling point SPe2". Further, the controller 10 may calculate the time required for the rear end 1b of the own vehicle 1 to arrive at the sampling point SPe2 as the time te2 required for the own vehicle 1 to finish passing through the first intersecting lane 91.
  • the description will be made with respect to the case where, as in the case of an intended path R3 shown in FIG. 2 , the own vehicle 1 turns left at the intersection 93.
  • a portion from the own vehicle 1 to the extension L2 is equal to that of the above-mentioned intended path R1.
  • the own vehicle 1 turns left at the intersection 93, and merges into the first intersecting lane 91.
  • the controller 10 may set the length X1 of the virtual area W1 to correspond to the time required for the own vehicle 1 to finish merging into the first intersecting lane 91 while turning left. Specifically, the controller 10 may first calculate a time te3 required for the own vehicle 1 to finish merging into the first intersecting lane 91 (in other words, the time required for the own vehicle 1 to finish passing through the first portion 90a of the own-vehicle lane 90). To be more specific, the controller 10 may first identify one sampling point SP present on the extension L2 from the plurality of sampling points SP arranged along the intended path R3 of the own vehicle 1.
  • the controller 10 may identify the sampling point SP which is present on the first intersecting lane 91 and which is closest to the extension L2.
  • the sampling point SP identified as described above is referred to as "sampling point SPe3".
  • the controller 10 may calculate the time required for the rear end 1b of the own vehicle 1 to arrive at the sampling point SPe3 as the time te3 required for the own vehicle 1 to finish merging into the first intersecting lane 91.
  • the controller 10 may cause the virtual area W1 having such a shape to move with the advance of the crossing vehicle 81 (in other words, cause the virtual area W1 to advance toward the own vehicle 1 together with the crossing vehicle 81).
  • the controller 10 may control the automatic brake to prevent the own vehicle 1 from contacting with this virtual area W1.
  • the controller 10 may first identify one sampling point SP present on the extension L2 from the plurality of sampling points SP arranged along the intended path R1 to R3 of the own vehicle 1. When the sampling point SP is not present on the extension L2, the controller 10 may identify the sampling point SP which is present on the first intersecting lane 91 and which is closest to the extension L2.
  • the sampling point SP identified as described above is referred to as "sampling point SPcl”.
  • the sampling point SPc1 in this exemplary embodiment is equal to the above-mentioned sampling point SPe3.
  • the controller 10 may calculate Time to Collision/predicted time to collision (TTC) of the own vehicle 1 with respect to the virtual area W1. Specifically, the controller 10 may calculate the time required for a front end 1a of the own vehicle 1 to arrive at the sampling point SPc1 based on the speed and acceleration of the own vehicle 1 and the distance from the own vehicle 1 to the sampling point SPc1.
  • TTC Time to Collision/predicted time to collision
  • the controller 10 may determine whether or not it is necessary to perform an automatic brake based on TTC calculated as described above. When the controller 10 determines that the automatic brake is necessary, the controller 10 may control the braking device via the brake control device 52 to cause the own vehicle 1 to stop without protruding to the first intersecting lane 91.
  • FIG. 3 is an explanatory view of the automatic brake control according to the exemplary embodiment.
  • the description of configurations and processes which are substantially equal to those in the above-mentioned case will be omitted when appropriate.
  • the own vehicle 1 travels in the first portion 90a of the own-vehicle lane 90, and enters the intersection 93.
  • a crossing vehicle 82 is attempting to enter the intersection 93 while traveling in the second intersecting lane 92 at a speed V (which may be an absolute value).
  • V which may be an absolute value
  • the controller 10 may set a virtual area W2 to avoid a collision between the own vehicle 1 and the crossing vehicle 82.
  • the virtual area W2 may be set between the own vehicle 1 and the crossing vehicle 82, and extend in the advancing direction of the crossing vehicle 82 along the division line L1.
  • the virtual area W2 has a length X2 specified by a front end W2a on the own vehicle 1 side and a rear end W2b on the crossing vehicle 82 side (in other words, a length from the front end W2a to the rear end W2b).
  • the rear end W2b may be set at a position which corresponds to a rear end 82b of the crossing vehicle 82.
  • the own vehicle 1 turns right at the intersection 93.
  • the own vehicle 1 changes the advancing direction thereof to the rightward direction while entering the first intersecting lane 91. Then, the own vehicle 1 passes through the first intersecting lane 91, and merges into the second intersecting lane 92.
  • the controller 10 may set the length X2 of the virtual area W2 to correspond to the time required for the own vehicle 1 to finish merging into the second intersecting lane 92 while turning right. Specifically, the controller 10 may first calculate the time required for the own vehicle 1 to finish merging into the second intersecting lane 92 (hereinafter referred to as "te4"). To be more specific, the controller 10 may first identify one sampling point SP present on the division line L1 from the plurality of sampling points SP arranged along the intended path R4 of the own vehicle 1. When the sampling point SP is not present on the division line L1, the controller 10 may identify the sampling point SP which is present on the second intersecting lane 92 and which is closest to the division line L1.
  • sampling point SPe4 the sampling point identified as described above is referred to as "sampling point SPe4". Further, the controller 10 may calculate the time required for the rear end 1b of the own vehicle 1 to arrive at the sampling point SPe4 as the time te4 required for the own vehicle 1 to finish merging into the second intersecting lane 92.
  • the controller 10 may also set the virtual area W2 between the crossing vehicle 82 and the division line L1.
  • the virtual area W2 may have a width Y2 ranging from a side surface portion 82c of the crossing vehicle 82 to the division line L1.
  • the controller 10 may set the width Y2 of the virtual area W2 larger than the interval d (for example, 80 cm) at which the sampling points SP are set. With such setting, when the intended path R4 of the own vehicle 1 is present on the virtual area W2, it may be assumed that at least one sampling point SP is present on the virtual area W2.
  • the own vehicle 1 travels straight at the intersection 93.
  • the own vehicle 1 passes through the first intersecting lane 91 and the second intersecting lane 92, and enters the second portion 90b of the own-vehicle lane 90.
  • the controller 10 may set the length X2 of the virtual area W2 to correspond to the time required for the own vehicle 1 to finish passing through the second intersecting lane 92 while traveling straight. Specifically, the controller 10 may first calculate a time te5 required for the own vehicle 1 to finish passing through the second intersecting lane 92 (in other words, the time required for the own vehicle 1 to finish entering the second portion 90b of the own-vehicle lane 90). To be more specific, the controller 10 may set a virtual extension L3 extending along an end portion 92a of the second intersecting lane 92, and may identify one sampling point SP present on the extension L3 from the plurality of sampling points SP arranged along the intended path R5 of the own vehicle 1.
  • the controller 10 may identify the sampling point SP which is present at the second portion 90b of the own-vehicle lane 90 and which is closest to the extension L3.
  • the sampling point SP identified as described above is referred to as "sampling point SPe5".
  • the controller 10 may calculate the time required for the rear end 1b of the own vehicle 1 to arrive at the sampling point SPe5 as the time te5 required for the own vehicle 1 to finish passing through the second intersecting lane 92.
  • the controller 10 may cause the virtual area W2 having such a shape to move with advance of the crossing vehicle 82 (in other words, cause the virtual area W2 to advance toward the own vehicle 1 together with the crossing vehicle 82).
  • the controller 10 may control the automatic brake to prevent the own vehicle 1 from contacting with this virtual area W2.
  • the controller 10 may first identify one sampling point SP present on the division line L1 from the plurality of sampling points SP arranged along the intended path R4, R5 of the own vehicle 1. When the sampling point SP is not present on the division line L1, the controller 10 may identify the sampling point SP which is present on the second intersecting lane 92 and which is closest to the division line L1.
  • the sampling point SP identified as described above is referred to as "sampling point SPc4", "sampling point SPc5".
  • the sampling point SPc4 in this exemplary embodiment is equal to the above-mentioned sampling point SPe4.
  • the controller 10 may calculate TTC of the own vehicle 1 with respect to the virtual area W2. Specifically, the controller 10 may calculate the time required for the front end 1a of the own vehicle 1 to arrive at the sampling point SPc4, SPc5 based on the speed and acceleration of the crossing vehicle 82 with respect to the own vehicle 1 and the distance from the own vehicle 1 to the sampling point SPc4, SPc5.
  • the controller 10 may determine whether or not it is necessary to perform an automatic brake based on TTC calculated as described above. When the controller 10 determines that the automatic brake is necessary, the controller 10 may control the braking device via the brake control device 52, thereby causing the own vehicle 1 to stop without protruding to the first intersecting lane 91.
  • FIG. 4 is an explanatory view of the automatic brake control according to the exemplary embodiment.
  • the description of configurations and processes which are substantially equal to those in the above-mentioned case will be omitted when appropriate.
  • the own vehicle 1 travels in the first portion 90a of the own-vehicle lane 90, and enters the intersection 93.
  • a crossing vehicle 83 is attempting to enter the intersection 93 while traveling in the first intersecting lane 91.
  • the crossing vehicle 83 is approaching the own vehicle 1 from the right side of the own vehicle 1.
  • the own vehicle 1 is attempting to turn right at the intersection 93.
  • the crossing vehicle 83 is approaching while flashing a direction indicator 83a of the crossing vehicle 83.
  • the crossing vehicle 83 does not travel straight at the intersection 93 thereafter.
  • the intension to change the advancing direction indicated by flashing the direction indicator 83a it may be anticipated that the crossing vehicle 83 turns left at the intersection 93, and enters another lane 94.
  • a possibility of a collision of the own vehicle 1 with the crossing vehicle 83 may be relatively low and hence, the controller 10 does not cause an automatic brake to be operated.
  • FIG. 5 is a flowchart showing an exemplary process performed by the controller 10 according to the exemplary embodiment.
  • the controller 10 may repeatedly perform the exemplary process of the flowchart in a predetermined cycle (in a 100 ms cycle, for example).
  • the controller 10 may acquire various items of information from the above-mentioned plurality of sensors and switches. Specifically, the controller 10 may acquires various items of information based on signals inputted from the camera 21, the radar 22, the vehicle speed sensor 23, the acceleration sensor 24, the yaw rate sensor 25, the steering wheel angle sensor 26, the accelerator sensor 27, the brake sensor 28, the positioning device 29, the navigation device 30, the communication device 31, and/or the manipulation device 32.
  • the controller 10 may determine whether or not the own vehicle 1 is attempting to enter the intersection. Specifically, the controller 10 may determine whether or not an intersection is present in the vicinity of the own vehicle 1 and in the advancing direction of the own vehicle 1 based on signals (e.g., which correspond to image data) inputted from the camera 21, signals (e.g., which correspond to map information and current vehicle position information) inputted from the navigation device 30, and/or signals (e.g., which correspond to road-vehicle communication) inputted from the communication device 31.
  • signals e.g., which correspond to image data
  • signals e.g., which correspond to map information and current vehicle position information
  • the controller 10 may advance the process to step S103.
  • the controller 10 may cause the process to skip a series of routines shown in this flowchart.
  • step S103 the controller 10 may determine whether or not a crossing vehicle 8 (which may correspond to any one of the above-mentioned crossing vehicles 81 to 83) approaching the own vehicle 1 while traveling in the intersecting lane is present. Specifically, based on signals (e.g., which correspond to image data) inputted from the camera 21, signals inputted from the radar 22, signals (e.g., signals which correspond to inter-vehicle communication) inputted from the communication device 31 and/or other signals, the controller 10 may perform a process for detecting the crossing vehicle 8 approaching the own vehicle 1. As a result, when the crossing vehicle 8 approaching the own vehicle 1 is detected, the controller 10 may determine that the crossing vehicle 8 is present (step S103: Yes), and the process may advance to step S104. On the other hand, when the crossing vehicle 8 approaching the own vehicle 1 is not detected, the controller 10 may determine that the crossing vehicle 8 is not present (step S103: No) so that the process may skip the series of routines shown in this flowchart.
  • signals e.g., which correspond
  • step S104 the controller 10 may determine whether or not the direction indicator of the crossing vehicle 8 (e.g., which may correspond to the above-mentioned direction indicator 83a of the crossing vehicle 83) is flashing. Specifically, based on signals (e.g., signals which correspond to image data) inputted from the camera 21, signals (e.g., signals which correspond to inter-vehicle communication) inputted from the communication device 31 and/or other signals, the controller 10 may perform a process for detecting flashing of the direction indicator. As a result, when the flashing of the direction indicator of the crossing vehicle 8 is not detected, the controller 10 may determine that the direction indicator of the crossing vehicle 8 is not flashing (step S104: No), and the process may advance to step S105. On the other hand, when the flashing of the direction indicator is detected, the controller 10 may determine that the direction indicator is flashing (step S104: Yes) so that the process may skip the series of routines shown in this flowchart.
  • signals e.g., signals which correspond to image data
  • step S105 the controller 10 may calculate the time te (which may correspond to any one of the above-mentioned times te1 to te5) required for the own vehicle 1 to arrive at the sampling point SPe (which may correspond to any one of the above-mentioned sampling points SPe1 to SPe5) on the intended path R (which may correspond to any one of the above-mentioned intended paths R1 to R5).
  • the controller 10 may calculate the time te (which may correspond to the above-mentioned time te1, te2 or te5) required for the own vehicle 1 to finish passing through the intersecting lane where the crossing vehicle 8 is traveling, or the time te (which may correspond to the above-mentioned time te3 or te4) required for the own vehicle 1 to finish merging into the intersecting lane where the crossing vehicle 8 is traveling.
  • the controller 10 may first identify one sampling point SPe as described above from the plurality of sampling points SP set along the intended path R. Then, the controller 10 may calculate the time te required for the rear end 1b of the own vehicle 1 to arrive at the sampling point SPe based on the speed of the own vehicle 1 and the like.
  • the controller 10 may set the virtual area W (which may correspond to the above-mentioned virtual area W1 or W2) based on the speed V of the crossing vehicle 8 and the time te calculated as described above. Specifically, the controller 10 may set the virtual area W which is configured to extend from a rear end 8b (which may correspond to the above-mentioned rear end 81b or 82b) of the crossing vehicle 8 in the advancing direction of the crossing vehicle 8 by a length X (which may correspond to the above-mentioned length X1 or X2), and which has the width Y (which may corresponds to the above-mentioned width Y1 or Y2).
  • step S107 the controller 10 may determine whether or not the sampling point SPc (which may correspond to any one of the above-mentioned sampling points SPc1, SPc4, SPc5) is present on the virtual area W. In other words, the controller 10 may determine whether or not the virtual area W (particularly, the front end of the virtual area W) arrives at the sampling point SPc due to advance of the crossing vehicle 8. Specifically, the controller 10 may perform the determination in step S107 based on the position of the sampling point SPc identified as described above and the position of the front end of the virtual area W. As a result, when it is determined that the sampling point SPc is present on the virtual area W (step S107: Yes), the controller 10 may advance the process to step S108.
  • the sampling point SPc which may correspond to any one of the above-mentioned sampling points SPc1, SPc4, SPc5
  • the controller 10 may determine whether or not the virtual area W (particularly, the front end of the virtual area W) arrives at the sampling point SPc due to advance of the crossing vehicle 8.
  • the controller 10
  • step S107 when it is not determined in step S107 that the sampling point SPc is present on the virtual area W (step S107: No), the controller 10 may cause the process to skip the series of routines shown in this flowchart.
  • the sampling point SPc is not present on the virtual area W as described above, the crossing vehicle 8 may be considered as being sufficiently separated from the own vehicle 1. In other words, it may be considered that there is no possibility of a collision with the crossing vehicle 8 even if the own vehicle 1 enters the intersecting lane. Accordingly, in this case, the controller 10 does not perform an automatic brake control based on the virtual area W.
  • step S108 the controller 10 may calculate TTC of the own vehicle 1 with respect to the virtual area W. Specifically, it may be assumed that the own vehicle 1 collides with the virtual area W when the front end 1a of the own vehicle 1 arrives at the sampling point SPc. Accordingly, the controller 10 may use the time required for the front end 1a of the own vehicle 1 to arrive at the sampling point SPc as TTC.
  • the controller 10 may determine whether or not TTC calculated as described above is less than a predetermined time (e.g., a specified time that is set or determined before performing the determination of step S109).
  • the predetermined time may be a threshold of TTC which specifies timing at which the operation of the automatic brake should be started to cause the own vehicle 1 to stop without entering the intersection.
  • the predetermined time may be set by a predetermined arithmetic expression (e.g., a specified arithmetic expression), a simulation, an experiment or the like (in other words, the predetermined time may be a fixed value or a variable value).
  • step S109 when it is determined that TTC is less than the predetermined time (step S109: Yes), the controller 10 may advance the process to step S110.
  • step S110 the controller 10 may control the braking device via the brake control device 52 to cause the automatic brake to be operated, in other words, to cause the own vehicle 1 to be automatically braked. With such control, a braking force may be applied to the own vehicle 1 to decelerate the own vehicle 1 and hence, the own vehicle 1 may be stopped in front of the virtual area W.
  • the controller 10 may control the warning control device 54 such that a warning is issued from the warning device when the automatic brake is operated as described above.
  • the controller 10 may cause an image and/or voice for a notification of high possibility of a collision with the crossing vehicle to be outputted on/from the display device and/or the speaker with the operation of the automatic brake.
  • it may be preferable to issue a warning from the warning device before the automatic brake is operated.
  • step S109 when it is not determined that TTC is less than the predetermined time (step S109: No), in other words, when TTC is the predetermined time or more, the controller 10 may cause the process to skip the series of routines shown in this flowchart. In this case, the controller 10 does not cause the automatic brake to be operated.
  • the controller 10 may set the virtual area W.
  • the virtual area W may be set to avoid a collision between the own vehicle 1 and the crossing vehicle 8 (which may correspond to the above-mentioned crossing vehicle 81 or 82). Further, the virtual area W may be considered as an application object for a control of causing the own vehicle 1 to be automatically braked.
  • the controller 10 may set, between the own vehicle 1 and the crossing vehicle 8, the virtual area W which is configured to move with the advance of the crossing vehicle 8 and which is configured to extend in the advancing direction of the crossing vehicle 8. Further, the controller 10 may perform a control of causing the own vehicle 1 to be automatically braked to prevent the own vehicle 1 from contacting with the virtual area W. With such a configuration, it may be possible to cause the own vehicle 1 to be stopped at a position relatively separated from the crossing vehicle 8 to avoid a collision between the own vehicle 1 and the crossing vehicle 8.
  • the controller 10 may be configured to set the virtual area W having the length X which corresponds to the time te (which may corresponds to the above-mentioned time te1, te2 or te5) required for the own vehicle 1 to finish passing through the intersecting lane where the crossing vehicle 8 is traveling, or which corresponds to the time te (which corresponds to the above-mentioned time te3 or te4) required for the own vehicle 1 to finish merging into the intersecting lane where the crossing vehicle 8 is traveling.
  • the controller 10 can set the length X of the virtual area W to a value which corresponds to the time required for the own vehicle 1 to finish moving to a position where a collision with the crossing vehicle 8 can be avoided.
  • the controller 10 may be configured to set the length X of the virtual area W based on a distance acquired by multiplying the speed V of the crossing vehicle 8 by the time te (which may corresponds to the above-mentioned time te1, te2 or te5) required for the own vehicle 1 to finish passing through the intersecting lane where the crossing vehicle 8 is traveling, or by the time (which may corresponds to the above-mentioned time te3 or te4) required for the own vehicle 1 to finish merging into the intersecting lane where the crossing vehicle 8 is traveling.
  • the time te which may corresponds to the above-mentioned time te1, te2 or te5
  • the time which may corresponds to the above-mentioned time te3 or te4 required for the own vehicle 1 to finish merging into the intersecting lane where the crossing vehicle 8 is traveling.
  • the controller 10 can set the length X of the virtual area W to a value which corresponds to the time te required for the own vehicle 1 to finish moving to a position where a collision with the crossing vehicle 8 can be avoided, and which corresponds to the speed V of the crossing vehicle 8.
  • the virtual area W having such a length X, it may be possible to avoid a collision between the own vehicle 1 and the crossing vehicle 8 with certainty.
  • controller 10 may be configured to perform a control of causing the own vehicle 1 to be automatically braked to prevent the own vehicle 1 from entering the intersection. According to this configuration, it may be possible to dispose the own vehicle 1 at a safer position while a collision between the own vehicle 1 and the crossing vehicle 8 is avoided.
  • the controller 10 may set the plurality of sampling points SP at intervals d along the intended path R of the own vehicle 1.
  • the controller 10 may be configured to perform, based on one sampling point SPc and the virtual area W, a control of causing the own vehicle 1 to be automatically braked to prevent the own vehicle 1 from contacting with the virtual area W.
  • the controller 10 may set the width Y of the virtual area W larger than the interval d.
  • the sampling point SP may be used in a control of causing the own vehicle 1 to be automatically braked to prevent the own vehicle 1 from contacting with the virtual area W, and the width Y of the virtual area W may be set larger than the interval d at which the plurality of sampling points SP are set.
  • the vehicle control device 100 may include the camera 21 and/or the communication device 31 which may detect flashing of the direction indicator of the crossing vehicle 8.
  • the controller 10 may be configured not to perform a control of causing the own vehicle 1 to be automatically braked to prevent the own vehicle 1 from contacting with the virtual area W when the camera 21 and/or the communication device 31 detect(s) flashing of the direction indicator of the crossing vehicle 8. According to this configuration, the controller 10 does not set the virtual area W when a possibility of an actual collision of the own vehicle 1 with the crossing vehicle 8 is low. Accordingly, it may be possible to avoid a collision between the own vehicle 1 and the crossing vehicle 8 while inhibiting that the own vehicle 1 is unnecessarily automatically braked.
  • the above-mentioned exemplary embodiment is directed to the automatic brake control at the intersection 93 having a cross shape.
  • the present disclosure is not limited to such a mode.
  • the present disclosure may be also applicable to an own vehicle which enters an intersection, such as a so-called "T-intersection".

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Traffic Control Systems (AREA)
  • Regulating Braking Force (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
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